Carburetor vs. E.F.I. on Small Block Chevy on the Dyno!

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People have lots of opinions about what is better, when it comes to carburetors vs. E.F.I.. Today, with the help of Pat from Piss Cutter Performance, Nick will be making a side by side test on his dynamometer. The results just might surprise you.
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Check out Pat's channel!
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[@charleshaggard4341]

How cool is Nick to work with other guys sharing his vast knowledge and his time which is priceless. What a great guy.

[@NicksGarage]

Thanks Charles.

[@cuttersperformance]

Nick is such a great guy, I had a ton of fun at the shop. All the guys at the shop treated me like one of the crew. True blue car guys and thats what its all about

[@lilo2469]

@@cuttersperformancenice work listening to you explain things really held my interest 👍

[@cuttersperformance]

@@lilo2469 thank you, I live and breathe this stuff and appreciate the positive feedback

[@Trumplican]

@@cuttersperformance Nick is a really great guy!! Super nice and extremely talented.

[@BKMDano17]

If you're going to buy actual car parts and not a toolbox from Summit Racing, I strongly suggest you find someone like Nick to talk to before you make your purchase. Summit Racing their tech line in particular is a waste of time. You could wind up with parts that will be problematic for your build and you get to pay for the return shipping that is if you catch the mistake before you install it. Just a word to the wise especially now that everything cost twice what it was a year ago. I don't want to see anybody get hurt like I did. Summit will not treat you fairly!

[@w_oftruck5478]

They getting Chinese pices

[@powershift5439]

Man this bums me out.. I've always preached summit racing specifically because they've ALWAYS taken such good care of me.. With that said, it's been.... 3 years since I've been I'm the hobby.. so, hearing they've lost those values hurts... I always had issues, almost exactly like you described with Jegs! Wonder if they've improved these days... Is there a speed co. You would recommend? Preferably one where they've got the mass inventory like the big box chains?

[@richardnixon9324]

​​@@powershift5439 I'm here for the exact same reason brother. I'm looking to build a pontiac engine, 400 or 455. I have a 400 block in my 1976 trans am. From what I've read, it's like the very worst block to try to build. I'm thinking about just starting with a new block.

[@tarheelcountry1868]

@@powershift5439 give jegs a try. Can’t say they’re any better but I haven’t had a bad experience. Been a few years but I seem to remember that they were super helpful on the front end so I didn’t have to return things

[@lennydee3538]

The excitement in Nick's face is like a four year old on Christmas Eve. He definitely loves his job and loves to share his knowledge. It was a joy to watch 👍

[@davidtaylor9508]

I was sure hoping they saw the timing moving the first 3 pulls! Glad you figured that out.

[@sugizotakuro]

i was just like, the distributor just moved? they really missed that out.

[@soumilinon]

ya at 9:44 that distributer was moving !! that`ll make her ping... still moving @ 53:02

[@pewterpearlfatboy]

I noticed that right away too! Not good.

[@briankrieg5459]

Once the distributor is included, I would think you could find a couple more HP up top pulling some timing out.

[@redchevy3307]

This video just proved that Nick knows how to tune a carb.

[@blinkie1523]

It sure did and that's because he knows his stuff.

[@oscargallegos7022]

Hey a 750 carb vs he said 800 cfm EFI

[@thechestnutking736]

With the disposal of Dyno lol

[@rubeclayton8233]

Yeah, Nick Really Knows What He Is Doing... No B.S. On This KZbin Channel.,

[@TMPCarbs]

I’d bet the efi flows more than 800 cfm. It’s prob 900 + cfm

[@stevepoore2322]

This is real! Where on the planet can anyone get content like this! Two guys coming together to make these tests between old school Carburator and modern EFI! Greatest show on the Earth. Period

[@JeffreyBlair]

This is AWESOME to watch the older and the younger WORKING TOGETHER!!

[@David-rx5eo]

The best thing about fuel injection is that it can adjust for different altitudes, whereas a carb can not. With fuel injection you could go from sea level to 7000 feet up in the mountains with virtually the same performance, and in Southern California you could easily go from the sea to mountains within a few hours time.

[@arbiter1]

also for diff temp's as well. you need more fuel when its 20 out then you need when its say 90 since the air is a bit thinner. at 7000ft no matter what you are losing power but your not running engine at 10:1 air fuel ratio when up there as a carb would be.

[@brianreynoldson1965]

I'm an "old school" carb guy, but I'll be the first too admit the fuel control on an EFI unit is considerably more precise than a 4bbl. carburetor. Even "dinosaurs " need some compassion! LOL!

[@cuttersperformance]

Both work fantastic if setup correctly. If anything its really amazing how well a carb works for a simple device and old technology

[@vhp454]

We tried a fuel injection on a 1969 L88 427. The camshaft profile with its solid lifter design did not do well with fuel injection, im not bashing it. Im explaining that cam profile makes a big difference !

[@cuttersperformance]

@@vhp454 totally agree, under 10 inches of vaccum at idle is usually the cut off for how well fuel injection will work and especially with "self learning" Both carb and efi have their places and both can be made to work great with time and effort.

[@heathwirt8919]

@@cuttersperformance Why do they work so well on NASCAR V8's ?

[@darwinfoster7420]

@@heathwirt8919 total different set up in Nascar

[@benbarber2369]

Nick is so old school cool- not many like him these days.

[@chrismadaj8751]

Yes I agree but he had patience with this setup. Just goes to say he's willing to learn he wanted to see the data he's acar guy like us you could see it on his face great video nick

[@wokewokerman5280]

I was just thinking one more look around after start with EFI - and then Nick gets up and does one more look around at 37:15, man, what a engine doctor he is.....

[@SpeakerKevin]

I bet Nick listens to vinyl, which is cool also.

[@WhiteManXRP]

It's the only way...old school rules, based in facts, and trial and error

[@hiteck007]

Hay come on, I like old school & he proved to me Carby still got it over EFI for smoothness of power delivery. That is the engine did not shake with the carby.

[@butchcassidy5398]

Who else saw the distributor move like crazy? It turned a lot

[@fastbuzzardo4204]

Always lock down the distributor and scribe a mark for Reference .

[@hydroy1]

Also did you notice the EFI was run up to 6,500rpm and the carb was only 6,300 both are waaaaaaaaaaaaaay under a good testing rpm for SBC. We test at 7,000 and 7,500. If the cam has a ton of overlap, 8,200 & up. SBC can't really be tested at 6,500rpm as there just not at peek performance yet.

[@sugizotakuro]

@@hydroy1 maybe he is still be on the cautious side. the graph shows that the hp is still climbing.

[@davelowets]

@@hydroy1 It ALL depends on what cam the engine has in it... 🤷🏻 There are cams that are all done WAY before 7000 RPMs. In a street car application, NO ONE is going to be running an 8200 rpm cam in their engine.

[@Prestiged_peck]

@@davelowets ye of so little faith, my dad's daily is a '76 c10 heavy half with "the biggest hydraulic roller cam in the catalog"

[@BuiltDifferent13]

Love old timers and just being around them to listen and learn from.... Always grateful for everything 🙏🙏🙏

[@jamesblair9614]

It is amazing just how well a carburetor can work through all the rpm range considering what’s happening, idle circuits, primaries, secondaries, high speed enrichment and all using vacuum as a trigger. I think most of us appreciate EFI when we go out and start the car on a cold winter day, but after spending about 6 months trying to diagnose and fix my EFI engine with an intermittent idle problem, an old Carter AFB is looking pretty good about now.

[@dangeary2134]

I had a car with a small block that needed to be ultra reliable, because it was literally a work car. I originally had a Quadrajet on it, and had that tuned so perfectly that I just needed to tap the pedal to set the choke, and she would fire up a lot faster than injection. When I went to a Carter, same thing.

[@gotnutz71]

Something you might want to check is on some of the snipers (not sure about other makes) the injector harnesses can become loose and cause intermittent fueling problems. This happened to me on my 67 Cuda, pulled my hair out trying to figure out the problem.

[@artcampbell5315]

Carbs are not that complicated except for the emission controls

[@thomaslemay8817]

@@dangeary2134 a very common problem is a bad ground cable on the engine, paint or rust on the connection. The resistance between the engine manifold, block and the battery negative post should be virtually zero . I have witnessed a magnitude of problem solved by simply cleaning and repairing grounds . People will spend hours looking at Supply and switch side issues and never check the grounds.

[@anthonywilson4873]

@@artcampbell5315 There is a lot of development over many years. Idle circuit, progression, main circuit, fuel enrichment with power valves, accelerator pump circuit, and of course air jets and choke. In the Quadrajet four carbs in one with two primaries and two vacuum operated secondaries. I Worked in shop for years and very very few knew how they worked. Their fix for a carb, take the screws out and bend the floats arms by putting down the body on the bench instantly causing another problem, blowing out the main jets with air line and put it back together, crank with IGN enabled and as soon as fuel gets into bowls to a certain level the engine fires lean and backfires, as the choke is on the backfire blows the power valves diaphragms and now we a leaking in fuel into airstream. Now carb is well messed up. So their fix was the simple carb is screwed buy a new one, do not forget to prime the float bowls fully. Similar with Rochester although secondaries are all controlled by a small spring that goes weak over time. Leads to flat spot as secondaries open to early leading to less suction through primaries and loss of fuel pickup, if you know about the spring and it’s adjustment then an easy fix. Carburettors on a lawnmower maybe simple but unless your a specialist a Quadrajet is not simple. What is simple is EFI electric fuel pump provides pressure to the jets. Solenoids control the jets. Inlet manifold suction controls fuel pressure to compensate for changes in manifold vacuum, a speed signal from distributor a MAP sensor on Inlet a temp sensor on inlet, engine temp signal, a throttle position sensor, knock sensors and oxygen sensors. Maybe even wide band Oxygen sensors. All those bits just bolt on and are wired up, fuelling is controlled by ECU and easy to adjust with the push of some buttons. It’s all so simple😉😀

[@kayejaye261]

I have to side with Uncle Bucko this vid. I know majority of fans understand wrenching. This man is fixing two nephews multiple drag cars. His bros and sis in laws vehicles. And completed his own S-10 engine swap. Oh oh then goes out to Grandpa's and helps with planting and tractor duties. UB u are a good man,son, uncle , bro ..... See y boys turned into such good young men. Who else watch vids and either share or send text to family member? All it takes. Wish all SRC family great fathers day weekend and b safe.

[@hobsonbeeman7529]

I think Nick appreciates someone who is knowledgeable about engines to the point they actually know what they are doing and takes a fresh approach to their KZbin channel with viewers … great job

[@cuttersperformance]

I appreciate that! Thank you

[@hairymongrell]

i was a carb guy for years. i just love efi with no fuel spills or jet changes and so easy for tiny changes to be so accurate. nice vid guys

[@JohnnyAFG81]

Being born right on the edge of carb/efi transition I like both. Efi for the ease of get in and crank it and go. Carbs are cool for the low cost of purchase and cool look of dual carb setup.

[@NicksGarage]

Well said!

[@DonRRicks]

You have to love the small block Chevy engines. They’re definitely time tested, and pass them all. But, I’m still a Mopar lover at heart

[@ronbuckner8179]

This is a great concept for an engine build. I’m glad they picked Nick. This will be entertaining as heck.

[@cuttersperformance]

Appreciate that!

[@Cabiotube]

Really great to watch the old master and the young master work together in collaboration. Great video, and amazing that parts chosen by the audience did so well in this build!

[@SuperReznative]

old & young, ..still overlooking some kinks..

[@yambo59]

What a great video on carb vs EFI, and what a solid little engine--a well built small block Chevy with the right parts really shows its reputation for reliability, not even a leak or ticking lifter nothing but HP and they really hammered on it.

[@JustEnjoyingLife73]

I've been toying with the idea to go EFI for so many years but every time I entertain the thought and do some research, I find so many people having electrical and reliability issues with EFI systems. My Qjet has never failed me, so I think I'll hold on to it for now.

[@tomwilliams5598]

I love how Nick doesn’t edit. You see the warts and all . But you also see his genius when he trouble shoots an issue . Great video!

[@crawford323]

Of course he edits or he would not be able to have camera angle changes. Unless he has a crew sitting in a production van and all those camera are running live feeds and some dude sitting at a switcher. ( which he does not) I think what you meant to say is all of the dialogue is running without interruption or cuts. We at least hear the good and the bad audio overlayed on different video tracks. I get what you mean and I'm splitting hairs here.

[@TomPauls007]

never get tired hearing the growl of an engine pumping serious power and RPM!

[@edhackett6058]

Nick, I once tried to take my AAR into the Rockies in Colorado, but had to drive 100 miles back to Colorado Springs to try and find jets and secondary fuel plates and rip apart my sixbarrel setup just to survive the altitude. Fuel injection would have saved me jets, gaskets, and carb plates not to mention nearly a day’s vCation. Think of that if you’re ever in BC!

[@imsurethisisnotme4736]

Blowing me away how much that dizzy is walking around. The overhead camera view is priceless, thx

[@docm3093]

Shoutout to Dwayne too for being right in there and catching multiple things because any mechanic knows a 2nd set of eyes is a life saver!

[@angusmackaskill3035]

Holy cow!! Gotta be hard core to watch 80 minutes of carb vs fuel injection!

[@tomquinn607]

Congrats to Pat's subscribers! The engine they designed is a Goliath slayer. Nice job.

[@paulsurette5828]

420 of torque isn't exactly a 'Goliath' slayer.

[@evanmccormick4816]

This video is a testament of the carb tuning skills of Nick, same power without a computer.

[@edhackett6058]

A little more power with the EFI. Keep in mind; You tune a carb on a beautiful sunny day at 30.25” of Mercury, then, the next day, it’s rainy, humid with a storm approaching at 29.15” of Mercury, and yesterday’s tune is yesterday’s news. Not to mention my comment about altitude. Drive that 428 hp. car out to British Columbia, and it will be lucky to climb a grade without fouling your plugs, or overheating. That EFI has air density compensation.

[@tahcogunworks]

@@edhackett6058 so false. You're not even close.

[@edhackett6058]

@@tahcogunworks ; How so? Explain please.

[@michaelmartinez1345]

That was a very interesting episode... The engine responded well with both types of fuel systems... I am a big fan of carburetors, and drive an older vehicle every day that has a carburetor... It is reliable, gets decent fuel mileage and inexpensive to keep running, and very easy to troubleshoot.......

[@BKMDano17]

Viewers pay attention. Both of these gentlemen are very good at what they do. It's still taking eight pulls to dial that EFI in and that's without ignition. The self learning claims aren't true. It takes a lot just to get the car running. My experience says you need to find someone with a wheel Dyno and the experience to make the necessary adjustments to optimize running conditions with EFI. You WONT do it at home.

[@cuttersperformance]

Believe it or not, I find it easier to get the fuel maps dialed in with these system installed in cars rather than on a engine dyno. Usually I street tune them to get the fuel map dialed in close then they go on a wheel dyno for power and final tweaks. I use the laptop and speed up the process with manual adjustments like I did at Nicks. I also do alot of carb tuning and actually do the same sort of thing, in some cases install a wideband in the exhaust for street tuning. Both systems take a certain type of knowledge and skill but it really just boils down to preference in my opinion.

[@mikedimaio1237]

Best carb vs. EFI test I've seen. That is one sweet Chevy.

[@hiteck007]

I'm not a Chevy fan but this one is a cut above the rest & the setup was well chosen I think.

[@thunderc4s]

The Holley Throttle body EFI is great. Not just about peak HP/Torque but cold start first crank and warm up and smooth driveability. You can leave car parked for months and it will start first crank with the EFI.

[@Thumper68]

I can do that with my Holley carb on press of throttle to set choke turn key fires right up.

[@Thumper68]

@@nhlba3301 ok whatever you say.

[@Thumper68]

@@nhlba3301 well my old man did first but I keep her tuned right. lol

[@nhlba3301]

@@Thumper68 oh Gotcha 👌🏼👌🏼!!! That knowledge is key believe me lol

[@peteloomis8456]

@UCDhJYUerKf6PqcKX4hFe18Q If you run a electric fuel pump to fill the float bowls of the carburetor if the choke is set correctly and it's jetted right it will start up with one pump . My 440 with a Edelbrock 750 performer rpm intake Dyno tuned and jetted for my engine with a 509 purple shaft and headers can sit for a month and as long as I turn the Holley blue pump on first then pump it once it fires right up every time so yes it can be done. Not so easy with a mechanical pump if it sits and drains back and the float bowls get dried up because the engine has to crank over enough times for the mechanical fuel pump to pull fuel and then fill the float bowls again . On my 82 Chevrolet K10 which is my plow truck with a stock 400 SBC that I put in the truck that I replaced the old worm out Q jet with a spacer to put a Edelbrock 600 with a electric choke on if it sits more than a week it has to crank over some while pumping before the float bowls fill back up before it fire up and stays running so there is an advantage of having the electric fuel pump to pre prime the carburetor and make cold starts easier in cold weather verses a mechanical pump . I could put a electric fuel pump on tne truck but it's my plow truck to plow my driveway with plus the pump works good other than if it sits for a while the fuel drains back and the float bowls dry up and it needs to crank a little before they fill up enough to get a accelerator pump shot to prime the carburetor some so it starts which works fine but it's just slower than a electric fuel pump is . I drive the truck in the spring and summer to the car club I belong to just to drive it at times and it runs good and doesn't starve for fuel at WOT when I get on it hard once in a while to clean it out and the pump works good being it's been on this engine that was in a 78 K5 blazer back in 2006 until I had to pull the engine and drive train out of it because the body was toast and I bought the 82 that just needed a engine and swapped the plow over and kept the extra parts for spares for the 82 .

[@steveallen7742]

I was on board with GM when EFI was released, but was trained in carbs by some of the smartest guys in my hometown. Whether a Weber, Quad, Holley, down draft, all the way to Tillotsons on boats, Keihin on bikes, even weed whackers and chainsaws, if you have a good ear and sense of feel, you can make a motor purr at idle and sing at WOT. Nick and Pat, thank you for a great time watching two intelligent induction enthusiasts do what they love: Make an engine sing like Chris Cornell and Julie Andrews.

[@registrationhater]

I think the points Nick made about FI are valid. I'd like to see another dyno test after having the engine in a car for several thousand miles of "self learning" Also, I think the other FI advantages lie in drivability over a broad range of atmospheric conditions and altitudes

[@charliefox7206]

Great to watch you to guys working together. Oh to be 55 years younger. Yes I know; careful what you wish for.🦊

[@renegade44040]

I learned so much from watching this video. Dude built a solid little engine.

[@cuttersperformance]

Really appreciate that! Thank you

[@bills2999]

I'm a die hard EFI guy but I tip my hat to gents like you, Nick. It's the master's like you who fix all the little imperfections with carbs to make them worthwhile to compare to EFI....

[@wazza33racer]

Carbs are amazing for their simplicity..............I have raced Weber DCOE's and they are so easy to look after and keep running perfect.

[@kevinwoolmer5478]

Fantastic. Great to see the next generation of gearheads doing their thing. Listening two these two go back and forth with their knowledge and understanding of how it all works is just great. Another fantastic show thanks so much

[@cuttersperformance]

I appreciate that! Thank you

[@kevinwoolmer5478]

@@cuttersperformance np,I live and breath this,I drive a dump truck,have been for 30yrs,bought an 18 rt 5.7 6spd with my hard work,I spend all day thinking of how to improve her and get all that engine will give,great show thanks.

[@cuttersperformance]

@@kevinwoolmer5478 thats awesome man! The performance addiction is real but all part of the fun!

[@enriquemagana3176]

@@kevinwoolmer5478 47:44 47:45 47:46

[@mathewmolk2089]

Yea, But if brandon has his way there will be no more gearheads.- What fun is it putting in bigger fuses in a glorified golf cart? - We better enjoy it while we can. If the election goes the wrong way the end is near. - Teslas don't use headers or cam shafts.

[@OlSgtLove]

Nick and George, what a great video and test on that small block Chevy. That was fun to watch and us old dogs learn alittle too . Very nice of Nick to do that and run those test . One of the Best Dynos setups around . I saw the HEI dist.move on the 1st run too. Good music and shots too George. Take It Easy ...

[@anthonyblacker8471]

Man oh man that little 355 is a ripper right there.. you'd get 6500 all day out of that monster!! Nice build!!

[@aidanlyons1155]

That engine is a belter! I bet it would hit 450 hp with electric pump as nick suggested, and more time setting up the carb. It kept making peak power at max revs.

[@Welcometofacsistube]

It's been proven that a carb, at WOT, will make a bit more power than fuel injection. But an engine will make the same power because it doesn't care how it gets its air/fuel. It will only take in what I can take in.

[@terryweedon8431]

How fast Nick had that carb dialed in was amazing! Great Videos Guys please keep them coming!

[@reifonseca5767]

It's that easy when you have a wide band.

[@yourolddad6407]

@@reifonseca5767 and decades of experience. The EFI matched it on the first pull with diddly for tuning.

[@reifonseca5767]

@@yourolddad6407 wrong.efl is always tuning itself that's the magic of it.thats how it works.thats why every thing is efl.some aftermarket ones like this one are more advanced then a stock and are "tuneable" so if you change parts on the build one can recalibrate for changes.

[@ntoxic8edx]

@@reifonseca5767 What if its closed loop.

[@grinchyface]

Seldom do you meet an old timer that excitedly recognizes the superiority of new technology while still loving what is traditional to him.

[@siliconvalleyengineer5875]

wow just wow, this was the most informative carburator comparison Ive ever seen.

[@NicksGarage]

Thank you!

[@rafaelgomez2581]

That was a pleasure to watch...You guys kept it simple,easy to understand and very informative.

[@shawnewaltonify]

OMG, welcome to Nick's Garage 2.0! Christmas came early this year and the big man delivered something we never thought possible. This is the difference between Hollywood and KZbin: in Hollywood all the best shows that find perfection also reach a peak where viewers can see the inevitable ending coming because you cannot make perfection more perfect(and you viewers cannot watch the same perfection being achieved over and over for very many years beyond a decade), but in KZbin all the best shows that find perfection that reach their peak have the opportunity to remake themselves and they do so through collaboration with other shows. It is not collaboration within the show that makes the difference, it is the collaboration with other shows that allows the producers and hosts to bring in new content without losing the viewers and their memory of what makes the perfect Nick's Garage episode. Just when viewers were hoping to get a little bit more from Nick before his retirement, you really came through for us, because the big man himself is delivering the creativity in Nick Panaritis that this show needs to continue into muscle car infinity and beyond! Thank you.

[@yarrdayarrdayarrda]

I use a Holley 950 UXP on most of the engines I run and as a jetting verification I have a set of high speed bleeds (4 brass jets next to the bowl vents looking down on the carb) that's .005" larger and a set .005" smaller than the factory bleeds (.032" is stock on the 950) and it's an extremely quick changeover without spilling fuel. 3 pulls, overlay the graphs, and you'll instantly see what the engine wants.

[@chevyv20]

Awesome video! Thank you both for this INCREDIBLE comparison! I have to admit I am a 383ci. stroker fan above the 355ci., set up. However that is a masterfully beautiful 355ci. engine! Both of you can be very proud of this build, and comparison! God bless you both! Please keep doing what you do!

[@NicksGarage]

Thanks for watching!

[@richardkrautheim8101]

Timing control is the game changer for EFI, I understand why they kept the same distributor to make it a "fair" test; because EFI with timing control is a blowout.

[@johnkufeldt3564]

Thanks for the indepth test, a better comparison than the previous test you did Nick...you sure know your carbs Nick, you rejetted and bang, full power. Cheers from Calgary.

[@DerredmaxTRIAX]

This is one of the best tuner review videos I have ever seen.. Very well done Thanks Nick and Pat and crew!!

[@DriverGuy23]

Both types are cool. I’ve had both and the coolest thing about the EFI (I had Sniper) was on initial startup it just ran good right away when cold. The system self learned for a bit, but after a few miles, it was solid. Biggest pet peeve for the EFI was it took forever to set it up vs a carb. We had to have someone specifically trained for it to help out and if anything electrical/computer related died, then the whole things was a PITA to troubleshoot. I still prefer the carbs due to the simplicity. I don’t mind warming them up & I don’t have any elevation change where I live.

[@goratgo1970]

Agree on all you said, but think EFI (have reg. Atomic) the better choice for my already factory EFI SBC '91 Camaro Convertible on top of the 383 I am building for it. Same heads, but Summit 1103 cam for driveability with power.

[@waynelovejr.1005]

An excellent video comparing carbs and efi. Thanks to both of you for the videos you put out.

[@NicksGarage]

Thank you!

[@g0fvt]

Thank you for doing a fair test, I think it shows that an "original" car would not be losing out on power with a carb but a daily driver might be better with EFI.

[@rickh8380]

What a great motor with great horsepower and torque numbers. Nobody else's Dyno room sounds as good as Nick's. Great job guys. Really enjoyed this one. Take care all. Cheers

[@danielfield3580]

I have always enjoyed seeing Nick work. He is always seeking to learn the possibilities without detonating the engines.

[@robertveeneman9229]

I don't remember how I got to either of their channels, but Piss Cutter Performance has been one of my favorite channels lately! His Vortec porting videos have been great, as have his other engines that have dyno proven numbers, such as this one.

[@cuttersperformance]

Appreciate that alot!

[@sr71blackbirddr]

So Nicks ears and eyes can tune a carb to beat a computer which is constantly altering it's parameters to make power! Good old Nick 💪

[@andrewstambaugh240]

He's looking at sensor data, not hearing afr.

[@sr71blackbirddr]

@andrewstambaugh240 I bet he doesn't need the data, I bet he wouldn't be far off from checking the plugs and using his senses.

[@pb68slab18]

Cool! Very few people can tune a carb as well as Nick, and fewer yet have a dyno! Carb tuning can change with time and conditions. Modern FI is self-learning and self-tuning, no matter where ya go. A thin metal spacer with a gasket or o-ring on each side would give the distributor clamp something solid instead of more gaskets.

[@SillyDillysTunes]

Keep in mind that the other advantage is altitude performance along with boosted applications. MOST importantly, the timing control with the EFI distributor is a huge plus. It should've also been mentioned that the AFR on his laptop wasn't accurate which really made it hard for the man to tune. All in all, EFI is superior. Nice carbs aren't cheap anyway.

[@johnhenryholiday4964]

I love that Nick and the other guy didn't focus on the EFI as the problem.... its a common problem to get tunnel vision on a new system and not look at all causes....

[@malcolmshaw2609]

Great test as it’s showing a direct comparison between the carb and the efi throttle body, no other differences. Great to see the Carb guy and the EFI guy working together to get the max out of both setups. 👍😁

[@staceygandy2009]

And for a 355 with parts picked from fans seemed to make a good little small block!

[@hiteck007]

I was really impressed at what was put together too. It's a good sleeper motor that one.

[@robertthomas7176]

one can tell that Nick loves working with the younger generation of engine builders

[@cuttersperformance]

Yes he does! We had a great time

[@billyokley6723]

Nick great video, very informative. Love to watch your videos. You have a good shop and great reputation for good workmanship. Keep being Nick and give us stuff to watch.

[@eddiekilby]

That distributor was moving all over the place LOL🤣🤣

[@NoWr2Run]

100%

[@rollinkevinlau9937]

That’s what I have being built for my 57 Chev. Hoping for around 300 hp. Nice job Guys!

[@rollinkevinlau9937]

@Your Pappy It’s not a race car just shows decent. I’ve replace a lot. Front discs tube a frames. 5 leaf rear springs. 500 series power steering. It’s a driver and want to be dependable. Also putting a 700R4 as well floors repaired and newer seats. Should be ready for spring.

[@mrkeopele]

nice to be in on this test, thanks so much, fun to see this on the dyno!

[@furyfantoo]

11:01 Actually, the hottest point for an engine isn't when you turn it off. The coolant temperature increases, because it continues to receive heat from the engine after shutdown and is no longer cycling thru the radiator to shed heat. But when the engine is not running, no fuel is being burned, so no heat is being generated. So an engine can't get hotter after it's shut down. One might say "But if the initial timing is too far advanced, a hot engine will buck against the starter, therefore proving the engine got hotter'. But that's simply because the engine has heat in it vs a cold start, so cranking cyl pressure is higher and the starter can't overcome it plus the early timing - but that doesn't mean the engine got hotter after it was shut off. This is not quite the same scenario for an air-cooled engine, whose fins will get hotter due to no longer having airflow over them, and the fins are part of the engine. The fins would feel hotter to the touch. But deeper parts of the engine, its inner surfaces, would indeed start cooling down upon shutdown.

[@russellbomgardner3817]

Thank you guys! The one other advantage of EFI I kept thinking about is daily climate changes and or altitude.

[@IlPinnacolo]

I enjoy the content so take this as constructive criticism: You spent 10x effort tuning the EFI that had a 100 cfm advantage on the carb to make more hp at the top which was most likely simply due to airflow. On an open plenum manifold this difference would be much less if not non existent. You have one of the most tunable carbs on the planet and you didn't touch an air bleed or an emulsion. You didn't ensure equal fuel flow from the primaries and secondaries, and you tuned the carb to an afr instead of tuning it for best power. The number 1 problem with carbs is they run so well out of the box that very few people actually know how to tune them, popular dyno tuners included.

[@johnpage5815]

Thanks a lot guys for learning tips and enjoyed seeing the comment comparison between carburetor and EFI lot of fun thanks

[@ralphm4132]

One thing that gave me pleasure was watching Nick check things, so many tiny things he just checks, it's a beautiful movement. Also, I wonder what happens to the barometric pressure in the dyno room when an engine starts throwing hundreds of cfm out the exhaust to sky.

[@terryrochfort3803]

Nick, Pat and George, Awesome job on this video. Fantastic comparison between carb and EFI.

[@stevelacker358]

The strobing effect between the injector pulses and the camera frame rate is cool. You can tell that the Atomic fires the primary and secondary injectors alternately.

[@NicksGarage]

Isn't that cool?

[@davelowets]

Many of those aftermarket TBI type injection units use a batch fire type software with them, and that's why the alternating injectors. The factory F.I. systems used the same thing back in the day, as they fired all the injectors on one bank of the engine all together, then alternated to the other bank and fired them all, and repeat the cycle. Running the injectors in batch fire like that simplified the hardware and software required, as the PCM didn't have to know where exactly the crankshaft was in it's rotation. It didnt have to know exactly what cylinder was about to fire, since it fired all the injectors on a side at once, and it eliminated an extra sensor, or a dual sync distributor.

[@stevelacker358]

@@davelowets When fully sequential multi-point injection systems came out, did you notice that the early ones had a very predictable and longer crank cycle when starting up than carbs or the TBI? They had to "figure out" where the engine was in its firing order, which took at least one full camshaft rotation. I remember my first MPEFI car (a v6) would always crank for 6 compressions and fire on the 7th, whether warmed up or stone cold. It seems natural now, but I had been used to carbs that would fire on the first or second compression if everything was warm, so a lot of times I'd bump the key briefly like my carbureted car and it wouldn't start, so I'd have to crank it again.

[@davelowets]

@@stevelacker358 Yep... Absolutely, they did have to do that. Now SMPFI cars have a reluctor that indicates more than just the number one cylinder to the pcm so that they fire up more quickly. With the higher tech systems, that also allows individual cylinder ignition timing also. The technology today is so far advanced from even just a decade ago.

[@stevelacker358]

@@davelowets and crazier still… some cars with automatic start/stop (eg. engine off at traffic lights) not only remember where the engine is when stopped, but can stop it so that a cylinder is ready to fire the instant the crank starts turning, minimizing any lag when the driver lifts their foot off the brake.

[@chrismann2954]

What I glean from this is that nick has a vast knowledge of carbs that most of us will never understand. That being said, efi has leveled the playing field for many who understand the afr importance but make it much easier to adjust. Nick knew exactly which jet size to go to based on the engine and carb. Most of us have to guess and check.

[@frankjacoby9460]

In the late sixties and early seventies we didn’t have access to a dyno but our ears were miraculous tuners for our carbureted small block Chevys! I’m sure we left a few horsepower untapped but we did the best we could; I understand why Nick loves his carbs! Great video Nick!

[@richardcoram1562]

@frankjacoby9460 😮that's exactly right ..we seldom used a timing light. Just loosen the distributor and dial it in with our ears.😅

[@symoncabral8609]

I think those efi kits are good for a street car...but if your chasing power. Carbys are still the go

[@NicksGarage]

Oldschool!

[@mattdavis5994]

I had sensors failing on my holley sniper, went back carbed

[@v8vega355]

More average power with slightly less peak power over the rpm curve you're going to use will still out run a higher peak power number with less average power in that curve. Unless cvt transmission and you can hold your peak HP without variance in rpm.

[@E1337Jerk]

Glad to see the collaboration two great engine builders!

[@guyforlogos]

Nick! I love this episode! Great guest, great project, real world budget engine, real street water temps, I love this, thank you! Merry Christmas and Happy New Year Nick :)

[@NicksGarage]

Thanks. Merry Christmas.

[@stephenlyons8589]

I have always and will always love the sound of American muscle , that gas gulping tree stump ripping torque and hp chest rumbling sound just cannot be challenged or duplicated by tuners or exotic sports cars super cars none of them

[@EricErnst]

I've got the same heads and a smaller roller cam. I'm hoping for 400+lb/ft@3000rpms and 325hp at around 5000-5200rpms. It's a baby cam, with 202⁰/212⁰@.050" but comparatively high lift at .585"/.581". Should be great in my old pickup. I've just finished gathering all of the parts for a head/cam swap. My heads haven't had the port work that Pat's have. He helped me by recommending the heads and valvetrain parts. I really like his channel. It is very informative. Thanks for a great collaboration.

[@cuttersperformance]

Hey Eric! I think you will hit your power goals no problem man! I really didnt do much porting with the heads, mostly just cleaning up the oddly shaped intake port opening and pinch point. Thanks for the support!

[@fortyshooter1]

That was a great comparison of carb vs. EFI ! Both need dyno or track time to get tuned in, Getting the A/F at cruise RPM correct with the Holley takes a lot of road time. Not ready to throw my "controlled leak" fuel device or screwdrivers away yet!

[@pauls5745]

Nick has lived and breathed engines and combustion for decades. We are so glad he shares his know-how with us.

[@woodywoodlstein9519]

Nick is pretty much blown away at how good the efi is right off the bat. Even though he already knows what an improvement efi is. You can’t change what an old guy likes and learned on. I sure appreciated it when efi came out. No issues starting and running. If you had issues , you knew it was not because of fuel air delivery. I just Love the story of how Nick fell for cars The guy in the alley working on his car all the time by his house. You can tell this young guy really knows his stuff too. I’d like to know his origin story

[@thereluctantgearhead4544]

EFI is good for today's lazy generation. Tuning carbs is way harder than punching a keyboard.

[@woodywoodlstein9519]

@@thereluctantgearhead4544 I wasn’t interested in more power. Just wanted to get to work on time. And not have my engine fail while flying.

[@thereluctantgearhead4544]

@@woodywoodlstein9519 I drive an old school 500+hp NA SBC daily. It'll take me anywhere and starts right up in 10 degree weather everytime. It's more dependable than one would think.

[@kanaric]

@@thereluctantgearhead4544 lol todays lazy generation? That is an absurd assertion lmfao. Everyone at the car shows with Holley EFI are usually old guys who know the benfits. EFI has a ton of benefits other than being "lazy", but failing to learn new things also can be considered laziness. Can you tune a fuel map or are you part of a lazy generation? lmfao

[@blinkie1523]

Hi Nick and others I think it went real well either way. I see the merits in both but still prefer the carb at the end of the day. George your filming was rather cool too. Till next time be cool everyone.

[@512kjt]

Awesome! This is the one I’ve been waiting for, a bow tie small block!

[@NicksGarage]

Hope you like it!

[@512kjt]

@@NicksGarageOh I will. I like all of them! Love the channel! I’m asking for merch for Christmas!🎅🏻 🎄 🎅🏻

[@josephf593]

haven't seen a small block ford in awhile!

[@god1st.530]

@@josephf593 keep waiting on it. God Gm ls lt SBC bbc for the win.

[@josephf593]

@@god1st.530 whatever you say pal. Government motors

[@jsteed4388]

One of my favorite videos from Nicks garage so far very interesting to watch you guys squeeze all the horsepower and torque out of that 355

[@lagopeter]

This is a great side by side comparison. Nick is living proof that as advanced as technology has gotten, the art of listening to the harmonics, and years of experience are still the standard to be met by digital do-dads that remove the art from the ironwork.

[@jamesglenn2006]

Nice numbers out of that 355, pretty cool testing.

[@justme-27]

Awesome tough little motor. Took a beating and never blinked

[@BuzzLOLOL]

Blinked several times with loose distributor and wrong A/F...

[@cuttersperformance]

Really took a beating after this testing...I strapped a turbo on it and we beat the crap out of it on the dyno. Check out the 75th live show to see the first turbo dyno run. The 355 took it like a champ

[@wymple09]

The dizzy moved considerably on the 1st 3 pulls, slowing the timing down. Driving me crazy they weren't seeing it.

[@Big88Country]

Man, what a great video! AWESOME motor for what it is!!! I like the EFI simply because of the tuning for every 100 or so RPM to get the best mileage and the best HP and TQ out of the motor. You did great guys!!

[@daveshack298]

I'm a carb guy. BECAUSE they're basic, simple, mechanical devices that can be fixed with basic hand tools. BUT...I'm about to throw a SniperEFI kit on my old Power wagon, because I want to be able to light it off (in winter), walk away from it for 10 minutes, and know it will still be running and warming up when I get back to it.

[@ckelley63]

Nick you have such a great layman's way of explaining things so everyone can understand keep up the great work on behalf of hot rodders everywhere.

[@ricknoah9184]

Being 75, I grew up with SBC's. Still my all-time favorite engine. It was so versatile. I've seen 4 - 48DCOE Webers on one. Amazing sound. Seen one with an early version of a belt driven supercharger. Seen a 302 with Hilborn stacks that was producing 600+HP. I was fortunate to be able to crew for an SCCA Trans-Am Z-28 Camaro in 1969. It was the really tight 302. We overheated at Riverside and dropped out... in third at the time. Oh well... took out a head gasket. Those were some days.... Not knocking the LS engines, at all, but the SBC is a tough act to follow....

[@jimgee2676]

nice to see tony bermuda hanging out at the dyno